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Houston Garage engineering FTMFW - Not bad for a couple of guys with a bigass belt sander 
For those of you who don't know I have been working with Littlerocket on developing a bolt-on intake manifold for the 2ZZ for almost a year now. We started on the flowbench and we finally finished a prototype and got it to the dyno today. Here are the results of today's dyno testing. To make a long story short we made 23 HP peak and over 35 at the old lift transition. There is no power dip on with the manifold so its kind of hard to tell but the new lifttransition is at 4600 RPM. This is the same car, same day same dyno - we never even unstrapped it off the dyno since the intake is very easy to swap from above. JesseIL was in town for work and came by and he was present the whole time as an independent observer and he also helped out with the Power FC tuning (thanks Jesse!)
The car used is Littlerockets GTS. Its a stock junkyard motor he put in when he hydrolocked the other motor a few months ago. It has about 75K on it and it uses a bit of oil. (went through between 1/2 and 3/4 quarts on the dyno today). It has a stock header that I ported, a straight pipe with no cat and a Magnaflow muffler. The engine itself is bone stock and actually seems pretty weak so the overall numbers for before and after would probably have been considerably higher on a healthy one, let alone one with head work and cams and a racing header. The before numbers are a stock intake and TB. The after numbers are out prototype intake and Q45 throttle body. We expect to be able to further improve the numbers with the production intake by probably 4 or 5 HP. (The prototype has the runners attached to the plenum with soft rubber couplers which we couldn't keep from sagging that resulted in misalignment - we had to do this to allow us to change teh runner length for testing. This is the STREET intake manifold - it clears the Celica hood with no problem. One component will be relocated and the appropriate bracket will be included in the kit.
We were unable to determine the full capabilities of the new intake manifold because, while we did have 440cc injectors on the car, we maxed out the stock fuel pump at about 190 HP so we never bothered to shorten the runner length to see what power we could make with a higher torque peak.
Without further ado here is the dyno - I will post more information about the days activities further down in the post.
Our manifold Versus stock with a Power FC - same tune, same dyno, same day:
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Our Manifold Versus stock with a Power FC - both fully tuned for that setup, same dyno same day
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The intake is made form heavy gauge aluminum and features a CNC head flange, CNC intake bells, Computerized mandrel bent runners, CNC plenum end, CNC IAC mount & throttle cable mount, etc.
For those of you who don't know I have been working with Littlerocket on developing a bolt-on intake manifold for the 2ZZ for almost a year now. We started on the flowbench and we finally finished a prototype and got it to the dyno today. Here are the results of today's dyno testing. To make a long story short we made 23 HP peak and over 35 at the old lift transition. There is no power dip on with the manifold so its kind of hard to tell but the new lifttransition is at 4600 RPM. This is the same car, same day same dyno - we never even unstrapped it off the dyno since the intake is very easy to swap from above. JesseIL was in town for work and came by and he was present the whole time as an independent observer and he also helped out with the Power FC tuning (thanks Jesse!)
The car used is Littlerockets GTS. Its a stock junkyard motor he put in when he hydrolocked the other motor a few months ago. It has about 75K on it and it uses a bit of oil. (went through between 1/2 and 3/4 quarts on the dyno today). It has a stock header that I ported, a straight pipe with no cat and a Magnaflow muffler. The engine itself is bone stock and actually seems pretty weak so the overall numbers for before and after would probably have been considerably higher on a healthy one, let alone one with head work and cams and a racing header. The before numbers are a stock intake and TB. The after numbers are out prototype intake and Q45 throttle body. We expect to be able to further improve the numbers with the production intake by probably 4 or 5 HP. (The prototype has the runners attached to the plenum with soft rubber couplers which we couldn't keep from sagging that resulted in misalignment - we had to do this to allow us to change teh runner length for testing. This is the STREET intake manifold - it clears the Celica hood with no problem. One component will be relocated and the appropriate bracket will be included in the kit.
We were unable to determine the full capabilities of the new intake manifold because, while we did have 440cc injectors on the car, we maxed out the stock fuel pump at about 190 HP so we never bothered to shorten the runner length to see what power we could make with a higher torque peak.
Without further ado here is the dyno - I will post more information about the days activities further down in the post.
Our manifold Versus stock with a Power FC - same tune, same dyno, same day:
Our Manifold Versus stock with a Power FC - both fully tuned for that setup, same dyno same day
The intake is made form heavy gauge aluminum and features a CNC head flange, CNC intake bells, Computerized mandrel bent runners, CNC plenum end, CNC IAC mount & throttle cable mount, etc.
